System and method for controlling an emergency notification feature based on driver status

ABSTRACT

A system for controlling the operation of performing emergency notification in a vehicle is provided. The system comprises a controller configured to receive at least one driver status signal indicative of whether the driver is one of the primary driver and the secondary driver from a key ignition device positioned on at least one of a primary key and the secondary key. The controller is configured to determine whether the driver of the vehicle is one of the primary and the secondary driver based on the at least one driver status signal. The controller is configured to selectively control the operation of performing emergency notification based on whether the driver of the vehicle is one of the primary driver and the secondary driver.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application may generally relates relate to U.S. patent Ser. No.12/026,582, entitled “SYSTEM AND METHOD FOR CONTROLLING A SAFETYRESTRAINT STATUS BASED ON DRIVER STATUS” and filed on Feb. 6, 2008; Ser.No. 12/026,857, entitled “SYSTEM AND METHOD FOR CONTROLLING EARLY LOWFUEL WARNING BASED ON DRIVER STATUS” and filed on Feb. 6, 2008; Ser. No.12/026,867, entitled “SYSTEM AND METHOD FOR CONTROLLING ELECTRONICSTABILITY CONTROL BASED ON DRIVER STATUS” and filed on Feb. 6, 2008;Ser. No. 12/026,872, entitled “SYSTEM AND METHOD FOR CONTROLLING OBJECTDETECTION BASED ON DRIVER STATUS” and filed on Feb. 6, 2008; Ser. No.12/139,070, entitled “SYSTEM AND METHOD FOR CONTROLLING AN BLIND SPOTMONITORING AND CROSS TRAFFIC ALERT BASED ON DRIVER STATUS” and filed onJun. 13, 2008; and Ser. No. 12/138, 976 entitled “SYSTEM AND METHOD FORCONTROLLING AN OCCUPANT COMMUNICATION DEVICE BASED ON DRIVER STATUS” andfiled on Jun. 13, 2008; all of which are hereby incorporated byreference in their entirety.

BACKGROUND

1. Technical Field

The embodiments of the present invention generally relate to a systemand method for controlling an emergency notification feature based ondriver status.

2. Background Art

With conventional automotive vehicles, one or more keys are often sharedbetween any number of drivers. For example, the parents of a teenager(or young adult) that is old enough to drive may share the keys for thevehicle with the teenager. The vehicle may be equipped with varioussafety and/or driver notification features that may be enabled/disabledvia a user interface based on the driver's needs. However, in somecircumstances, the parent may not intend to have the various safety andnotification related features disabled by the teenager. The parent mayenable the safety and notification features prior to allowing theteenager to drive the vehicle, however there is no guarantee that theteenager may keep the safety and notification features enabled whiledriving the vehicle. Conventional vehicles fail to give parents, orother such primary drivers, the option of preventing teenagers eligibleto driver or other such secondary drivers from disabling safety andnotification features.

SUMMARY

In at least one embodiment, a system for controlling the operation ofperforming emergency notification in a vehicle is provided. The systemcomprises a controller configured to receive at least one driver statussignal indicative of whether the driver is one of the primary driver andthe secondary driver from a key ignition device positioned on at leastone of a primary key and the secondary key. The controller is configuredto determine whether the driver of the vehicle is one of the primary andthe secondary driver based on the at least one driver status signal. Thecontroller is configured to selectively control the operation ofperforming emergency notification based on whether the driver of thevehicle is one of the primary driver and the secondary driver.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 depicts a system for differentiating between primary andsecondary drivers of a vehicle and for controlling the operation ofvarious vehicle features based on the status of the driver in accordanceto one embodiment of the present invention;

FIG. 2 depicts another system for differentiating between primary andsecondary drivers of a vehicle and for controlling the operation ofvarious vehicle features based on the status of the driver in accordanceto another embodiment of the present invention;

FIG. 3 depicts another system for differentiating between primary andsecondary drivers of a vehicle and for controlling the operation ofvarious vehicle features based on the status of the driver in accordanceto another embodiment of the present invention;

FIG. 4 depicts another system for differentiating between primary andsecondary drivers of a vehicle and for controlling the operation ofvarious vehicle features based on the status of the driver in accordanceto another embodiment of the present invention;

FIG. 5 depicts another system for differentiating between primary andsecondary drivers of a vehicle and for controlling the operation ofvarious vehicle features based on the status of the driver in accordanceto another embodiment of the present invention;

FIG. 6 depicts another system for differentiating between primary andsecondary drivers of a vehicle and for controlling the operation ofvarious vehicle features based on the status of the driver in accordanceto another embodiment of the present invention;

FIG. 7 depicts a method for displaying a message for notifying driverswhen the vehicle is in a driver identification mode;

FIG. 8 depicts a method for controlling and entering data into anoccupant communication device based on driver status; and

FIG. 9 depicts a method for controlling an emergency notificationoperation based on driver status.

DETAILED DESCRIPTION

The embodiments of the present invention generally provide for a driveridentification functional operation whereby primary and secondarydrivers are determined and various levels of control are granted to thedriver based on whether the driver is the primary driver or thesecondary driver. In general, the primary driver may be defined as theadministrative driver who has greater control over the functionality ofthe various safety and/or notification features in the vehicle. Thesecondary driver may be defined as a restricted driver who has limitedcontrol over the safety and/or notification features generally providedby the vehicle and is to abide by the functional restrictions imposed orselected by the vehicle or the primary driver. The embodiments of thepresent invention provides but are not limited to inhibiting a seatbeltrestraint status disable, inhibiting a forward collision warning (FCW)disable, inhibiting an electronic stability control (ESC) disable,inhibiting a traction control (TC) disable, adjusting the operation of alow fluid level warning or low fuel level warning, inhibiting touchentry input control disable for communication devices operably coupledto the vehicle, and inhibiting emergency call operation disable in theevent the vehicle is detected to be in an emergency state. Theinhibiting and adjusting operations may be based on the status of thedriver.

The embodiments of the present invention as set forth in FIGS. 1-9generally illustrate and describe a plurality of controllers (ormodules), or other such electrically based components. All references tothe various controllers and electrically based components and thefunctionality provided for each, are not intended to be limited toencompassing only what is illustrated and described herein. Whileparticular labels may be assigned to the various controllers and/orelectrical components disclosed, such labels are not intended to limitthe scope of operation for the controllers and/or the electricalcomponents. The controllers may be combined with each other and/orseparated in any manner based on the particular type of electricalarchitecture that is desired or intended to be implemented in thevehicle.

FIG. 1 depicts a system 20 for differentiating between the primary andsecondary drivers of the vehicle and for controlling the operation ofvarious vehicle features based on the status of the driver. The system20 generally comprises an instrument cluster controller 22. Theinstrument cluster controller 22 (or cluster) includes a message centerdisplay 24. The message center display 24 displays various informationsuch as the various states of vehicle functionality to the driver. Forexample, the message center display 24 may display and not limited to adriver identification message during vehicle startup, variousadministrative menu options, a seatbelt warning message, a speed limitstart up message, vehicle near top speed message, top speed message,driver identification speed warnings, and/or an inhibit ESC and FCWmessage.

The cluster 22 also includes a plurality of message center switches 26and chimes 28. The driver may toggle the message center switches 26 toview different messages and/or respond to various prompts directed tothe driver by the vehicle. The chimes 28 may audibly notify the driverwhen predetermined vehicle conditions have been met. In one example, thecluster 22 may activate the chimes 28 when the vehicle is near a topspeed, the vehicle has achieved a top speed, the vehicle has exceededthe top speed, there is a low level of fuel in the fuel tank, and/orwhen the TC is enabled.

The cluster 22 includes a passive anti-theft security (PATS) controller30. While FIG. 1 generally illustrates that the PATS controller 30 ispositioned within the cluster 22, other implementations may include thePATS controller 30 being implemented as a standalone controller andpositioned external to the cluster 22. A smart power distributionjunction box (SPDJB) controller 32 may be operably coupled to thecluster 22. The cluster 22 and the SPDJB controller 32 may communicatewith each via a multiplexed bus. In general, all of the signalstransmitted to/from the cluster 22 may be transmitted via themultiplexed bus. The multiplexed bus may be implemented as a High/MediumSpeed Controller Area Network (CAN) bus, a Local Interconnect Network(LIN) bus or any other type of multiplexed data bus generally situatedto facilitate data transfer therethrough. The particular type ofmultiplexed bus used may be varied to meet the desired criteria of aparticular implementation. The SPDJB controller 32 may include aplurality of fuses, relays, and various micro-controllers for performingany number of functions related to the operation of interior and/orexterior electrically based functionality of the vehicle. Such functionsmay include but are not limited to electronic unlocking/locking (viainterior door lock/unlock switches), remote keyless entry operation,vehicle lighting (interior and/or exterior), electronic power windows,and/or key ignition status (e.g., Off, Run, Start, Accessory (ACCY)).

An ignition switch 34 may be operably coupled to the SPDJB controller32. The SPDJB controller 32 may receive hardwired signals indicative ofthe position of the ignition switch 34 and transmit multiplexed messageson the multiplexed bus that are indicative of the position of theignition switch. For example, the SPDJB controller 32 may transmit asignal IGN_SW_STS over the multiplexed bus to the cluster 22. The SPDJBcontroller 32 may transmit the signal IGN_SW_STS to any controllercoupled to the multiplexed bus that may need key ignition status as aninput to perform a particular function.

The ignition switch 34 may receive one or more keys 35. The keys 35 maybe tagged or associated with the primary driver and the secondary driverof the vehicle. The key 35 includes an ignition key device 36 embeddedtherein for communicating with the vehicle. The ignition key device 36comprises a transponder (not shown) having an integrated circuit and anantenna. The transponder is adapted to transmit an electronic code as asignal DRIVER_STATUS to the PATS controller 30. The signal DRIVER_STATUSmay be indicative of which driver (e.g., primary or secondary) isdriving the vehicle. The signal DRIVER_STATUS may be in the form ofradio frequency (RF) based signal or a radio frequency identification(RFID) tag which corresponds to hexadecimal-based data. The PATScontroller 30 determines if the hex data in the RFID tag matchespredetermined hex data stored therein (e.g., in a look up table of thePATS controller 30) prior to allowing the vehicle to start foranti-theft purposes. In the event the RFID tag matches the predeterminedhex data, a powertrain control module (or engine controller) 60 operablycoupled to the PATS controller 30 allows the vehicle to start theengine. In general, the vehicle assembly plant, supplier facility (e.g.,manufacturer of the keys and/or PATS controller 30), or car dealershipperforms the operation of learning the RFID tag of the keys 35 to thevehicle prior to delivery the vehicle to the end user.

The PATS controller 30 may also use the signal DRIVER_STATUS forpurposes of identifying whether the driver of the vehicle is the primarydriver or the secondary driver. For example, the PATS controller 30 maytransmit a signal DRIVER_STATUS_1 to indicate whether the particulardriver is the primary driver or the secondary driver to various vehiclecontrollers or modules as either multiplexed message data or hardwiredsignals. Prior to the PATS controller 30 transmitting the signalDRIVER_STATUS_1, the primary and secondary keys must be learned to thePATS controller 30.

The system 20 may employ different operations for associating the keys35 to the primary and secondary drivers. In one implementation, the PATScontroller 30 may employ a sequential based operation for associatingthe keys 35 to the primary and secondary drivers. For example, duringthe learn operation whereby the RFID tag for a particular key is learnedto the vehicle to support the passive anti-theft function, the PATScontroller 30 may assign priority status to the first key learned whichin essence tags the first key as the primary key. The RFID tag of thefirst key learned to the vehicle may be assigned a higher status thanthe second key. The RFID tag of the second key when learned to thevehicle may be designated by the PATS controller 30 as the secondarykey. The particular order with respect to when a key is assigned primaryor secondary status may be varied to meet the designed criteria of aparticular implementation. In addition, any number of spare keys may betagged as being either primary or secondary. For example, any number ofreplacement or spare keys may be learned to the vehicle and designatedas either a primary or a secondary key. After the PATS controller 30tags the keys 35 as either primary or secondary keys, the PATScontroller 30 sends the signal DRIVER_STATUS_1 over the bus to indicatewhether the driver of the vehicle is the primary or secondary driver.The tag operation may be performed simultaneously with the process oflearning the keys 35 to the PATS controller 30 for passive anti-theftpurposes.

In another implementation, the PATS controller 30 may add additionaldata to the RFID tag to correspond to whether the driver of the vehicleis the primary or the secondary driver. The RFID tag may include a bytewhich includes predetermined hex values that corresponds to whether thedriver of the vehicle is the primary or secondary driver. For example,the byte may include the value “FE” which corresponds to the primarydriver. The PATS controller 30 upon receiving the RFID tag with the “FE”value may recognize the particular key as a primary key and determinethat the status of the driver is the primary driver. The byte may alsoinclude the value “FF” in the place of “FE” which corresponds to thesecondary driver. The PATS controller 30 upon receiving the RFID tagwith the value “FF” may recognize the particular key as a secondary keyand determine that the status of the driver is the secondary driver. Itshould be noted that the hex bytes “FE” and “FF” are used forillustrative purposes. The particular type of hex data and the length ofdata used to correspond to the primary and secondary drivers may varybased on the desired criteria of a particular implementation.

In yet another implementation, the primary driver may program one ormore keys as a secondary key and/or change status of the secondary keyback to a primary key as disclosed in co-pending U.S. patent Ser. No.12/139,005, entitled “SYSTEM AND METHOD FOR PROGRAMMING KEYS TOESTABLISH PRIMARY AND SECONDARY DRIVERS” and filed on Jun. 13, 2008,which is hereby incorporated by reference in its entirety.

A restraint control module (RCM) 38 may be operably coupled to thecluster 22 via the multiplexed bus. The RCM 38 may deploy various safetyrestraint systems in response to the vehicle experiencing impact with anobject. For example, the restraint control module 38 may deploy one ormore airbags positioned about the vehicle, motorized pretensioners,and/or seat controls to reduce the risk of injury to vehicle occupantsin the event the vehicle experiences an impact. The RCM 38 may transmita signal EMERGENCY in response to an airbag being deployed in thevehicle. In another example, the RCM 38 may transmit the signalEMERGENCY in response to a signal transmitted by a fuel cutoff switch(or inertia switch) which may indicate the presence of a collision. Suchconditions are generally illustrative of the vehicle being in anemergency state.

A seatbelt status controller 40 may be operably coupled to therestraints control module 38. While FIG. 1 generally illustrates thatthe seatbelt status controller 40 is positioned within the RCM 38,additional configurations may include positioning the seatbelt statuscontroller 40 out of the RCM 38. The seatbelt status controller 40 isgenerally adapted to notify the driver that one or more seatbelts in thevehicle have not been fastened or are in an unbuckled state. Theseatbelt status operation controller is disclosed in U.S. Pat. No.6,278,358 to Spoto et al.; U.S. Pat. No. 6,362,734 to McQuade et al.;and U.S. Pat. No. 6,501,374 to King et al. which are assigned to theassignee of the present invention and are hereby incorporated byreference in their entirety.

A driver's buckle switch 42 is coupled to the seatbelt status controller40 and generally presents data indicative of whether the driver'sseatbelt is fastened to the driver. A passenger buckle switch 44 is alsocoupled to the seatbelt status controller 40 and generally presents dataindicative of whether the passenger's seatbelt is fastened. An occupantclassification system 46 may be optionally coupled to the seatbeltstatus controller 40 for providing information with respect to theposition of the occupants in the vehicle. The seatbelt status controller40 may use such information provided by the occupant classificationsystem 46 to determine which seat is occupied by an occupant. Based onvehicle occupant location, the seatbelt status controller 40 may haveknowledge with respect to which seatbelts may need to be monitored bythe seatbelt status controller 40.

In general, the seatbelt status controller 40 is generally adapted toaudibly and visually notify the occupant in the vehicle that one or moreof the seatbelts are not fastened when the ignition is in the runposition and the vehicle speed is above a predetermined speed threshold.In addition, the seatbelt status controller 40 may be deactivated if atany time the seatbelt is fastened (or buckled), or after the seatbeltstatus controller 40 has audibly and visually notified the occupant fora predetermined amount of time (e.g., five minutes). The seatbelt statuscontroller 40 includes a chime (not shown) for audibly notifying thedriver in the event one or more of the seatbelts are not fastened, thevehicle speed has reached and/or exceeded the predetermined vehiclespeed threshold, and the position of the ignition switch 34 is in run.The seatbelt status controller 40 may transmit a signal BLT_STS over themultiplexed bus to the cluster 22 so that the cluster 22 visuallynotifies the driver via the message center display 24 or with a telltaleindicator that one or more of the seatbelts are not fastened (orbuckled). The telltale is generally defined as a indicator positioned inthe cluster 22 which includes a symbol (e.g., engine, seatbelt, lowfuel, etc.) positioned thereon and configured to illuminate whenpredetermined conditions related to each of the engine, seatbelt and lowfuel have been met. The signal BLT_STS generally corresponds to arestraint status signal in which one or more of the seatbelts may beunfastened or in an unbuckled state and the vehicle speed and theignition status conditions have been met. In one example, the seatbeltstatus controller 40 may transmit an intermittent chime at 240 rep/minat a frequency of 740 Hz. The number or repetitions per minute and thefrequency of the chime may vary based on the desired characteristics ofa particular implementation.

The cluster 22 transmits the signal IGN_SW_STS to the seatbelt statuscontroller 40 so that the seatbelt status controller 40 may assess thestatus of the ignition switch 34 (e.g., OFF, RUN, ACCY or START). Anaudio control module (ACM) 48 may be operably coupled to the cluster 22via the multiplexed bus. The ACM 48 is adapted to generate audiblesignals for entertainment purposes. The ACM 48 may also be adapted toamplify voice commands in the event a cell phone is coupled to the ACM48. In addition, the ACM 48 may be used in combination with a voicerecognition session. The ACM 48 ceases to generate audible signals inresponse to the seatbelt status controller 40 determining that one ormore seatbelts are not fastened, and the vehicle speed and ignitionstatus conditions are met. The ACM 48 performs the mute operation inresponse to receiving the signal BLT_STATUS. The ACM 48 may not be in amuted state when used to facilitate a cell phone conversation or whenused in connection with a voice recognition session in the event theseatbelts are disabled and the applicable vehicle criteria is met.

Conventional vehicles generally provide drivers with the ability toenable or disable the seatbelt status controller 40 in order to turnoff/on the controller 40 as desired by the driver. By disabling thecontroller 40, the controller 40 may cease to audibly notify the driverand cease to transmit the signal BLT_STATUS to the cluster 22 forvisually notifying the driver that the seatbelts are in unbuckled state.The system 20 provides the primary driver with the option of selectivelyenabling/disabling the operation of the controller 40, however, thesystem 20 may prevent the secondary driver from disabling the operationof the seatbelt status controller 40. The controller 40 receives thesignal DRIVER_STATUS_1 to determine whether the driver is the primarydriver or the secondary driver. The seatbelt status controller 40 isgenerally configured “ON” and provides audible notification and thecluster 22 is configured to visually present the safety belt unfastenedmessage when the applicable vehicle criteria is met and in response todetermining that the secondary driver is driving the vehicle. Thefunctionality performed by the seatbelt status controller 40 may beincorporated into the cluster 22 or the SPDJB 32.

In one example, the cluster 22 may visually present the option ofenabling/disabling the seatbelt status option via the message centerdisplay 24 and allow the primary driver to select a corresponding optionvia the message center switches 26. In such an example, the cluster 22may transmit a control signal (not shown) to the seatbelt statuscontroller 40 to enable/disable the seatbelt status operation. Thecluster 22 on the other hand may not visually present such an option tothe secondary driver in response to detecting that the driver of thevehicle is the secondary driver. In the event the driver of the vehicleis the secondary driver, the ACM 48 is muted in response to determiningthat the secondary driver is not fastened with a seatbelt and theapplicable vehicle criteria is met. The muted characteristic of the ACM48 may not be enabled/disabled by the secondary driver.

A forward collision warning (FCW) module 50 may be operably coupled tothe cluster 22 and receive the signal DRIVER_STATUS_1 from the cluster22. The FCW module 50 may be a portion of an active sensing system thatis adapted to determine if the vehicle is in a state in which a frontalcollision may be imminent. In such a case, the FCW module 50 maytransmit a signal FCW to the cluster 22 in the event a forward collisionis imminent. The FCW system generally includes a heads up display (HUD)which includes a bank of LEDs. The bank of LEDs are disposed about thewindshield of the vehicle. The FCW module 50 is operably coupled to aradar system (not shown). The radar system detects the position of theobject with respect to the vehicle. In the event an imminent collisionis detected by the radar system, the radar system transmits a controlsignal (not shown) to the FCW module 50. The FCW module 50 illuminatesthe bank of LEDs to notify the occupants that a collision may beimminent. The FCW module 50 generally allows the driver toenable/disable the chime and/or the visual indicators as well as toadjust a particular sensitivity level.

The cluster 22 may also audibly and visually notify (via the messagecenter display 24 (or telltale) and the chimes 28) the driver of thecollision when the collision is imminent. An FCW switch 51 may becoupled to the FCW module 50 to enable/disable the FCW module 50 andcontrol vehicle sensitivity. In addition the FCW feature may beenabled/disabled by the primary driver via the message center switches26 in the cluster 22. In such an example, the cluster 22 may transmit acontrol signal (not shown) to the FCW module 50 to enable/disable theFCW feature. The primary driver is generally permitted to enable/disablethe chime and/or visual indicator and adjust the sensitivity level ofthe FCW system. The secondary driver is prohibited from disabling theFCW feature in the event the secondary driver is detected to be thedriver of the vehicle. For example, the cluster 22 may not present theenable/disable prompt to the secondary driver via the cluster 22 toallow the secondary driver to disable FCW. The cluster 22 is configuredto allow the secondary driver to adjust vehicle sensitivity fordetermining the particular moment in which the FCW warning is to beissued. The secondary driver may increase/decrease sensitivity totrigger the FCW earlier/later based on the selected sensitivity level.The secondary driver is prohibited from enabling/disabling the visualand/or audible warning mechanism of the FCW.

A fuel level sensor 52 may be operably coupled to the cluster 22 fortransmitting information with respect to the amount of fuel (or the fuellevel) in the fuel tank of the vehicle. The cluster 22 may visuallypresent a low fuel warning via the message center display 24 or with atelltale (not shown). The cluster 22 is adapted to calculate the amountof fuel based on the fuel level information provided by the fuel levelsensor 52. In one example, the cluster 22 is generally adapted topresent the low fuel warning when the fuel level is less than or equalto a standard Distance-To-Empty (DTE). The DTE is defined as thedistance in miles or kilometers from the moment to when the fuel tankmay be empty. The DTE value may be varied based on who the particulardriver (e.g., primary or secondary) of the vehicle is. In one example,the standard DTE for the primary driver may be in a range of between oneto sixty miles from the moment in which the fuel tank may be empty.

The strategy for triggering the low fuel warning may be altered in theevent the cluster 22 determines that the vehicle is being driven by thesecondary driver. For example, the low fuel warning may be issued whenthe fuel level is less than or equal to the standard DTE multiplied by apredetermined value. In one example, the predetermined value may be setto one and a half while the DTE is at fifty miles. In such a case, thecluster 22 may issue the low fuel warning earlier (e.g., at seventy fivemiles before the fuel tank is empty) when compared to the point in whichthe low fuel warning is issued for the primary driver. In general, thesystem 10 is adapted to provide for the low fuel warning at an earlierpoint in time when the driver of the vehicle is detected to be thesecondary driver. It should be noted that the low fuel level strategymay be implemented for any type of low fluid warning detectionconfiguration in the vehicle. Such a low fluid warning detectionconfiguration may apply to windshield wiper fluid, oil and/ortransmission fluid.

An ESC module 54 may be operably coupled to the cluster 22. The ESCmodule 54 is adapted to control the operation of various electronicstability control (ESC) systems, such as traction control (TC), yawstability control (YSC) and rollover stability control (RSC). The ESCmodule 54 may include a TC controller (not shown), a YSC controller (notshown) and a RSC controller (not shown). The TC controller generallyreduces power to drive wheels of the vehicle in order to minimizewheel-spin and maximize traction. The YSC controller generally controlsthe vehicle's motion of rotation about a vertical axis. The RSCcontroller generally controls the motion of the vehicle by selectivelyapplying brakes and controlling the speed of the vehicle to prevent thevehicle from rolling over.

An ESC control switch 56 may be operably coupled directly to the ESCmodule 54 or directly to the cluster 22. The ESC control switch 56generally allows the driver the ability to enable/disable the one ormore ESC operations in the event one or more of the ESC operations arenot needed. For example, the ESC control switch 56 may allow the driverthe ability to disable the traction control system due to various roadconditions, such as snow, dirt, ice, etc. The ESC module 54 isconfigured to present a signal ESC_STATUS to the cluster 22 so that thecluster 22 can display the current state of ESC systems (e.g., TC, YSCand RSC). In the event the ESC control switch 56 is coupled to thecluster 22, the cluster 22 transmits a signal ESC_CONTROL to the ESCmodule 54 to enable/disable the ESC operations. The message centerswitch 26 may also be used by the driver to enable/disable the ESCoperation without the need for the ESC switch 56. In such a case, thecluster 22 transmits the signal ESC_CONTROL to the ESC module 54 toenable/disable the ESC operation.

The ESC module 54 is adapted to receive the signal DRIVER_STATUS fromthe cluster 22 to determine if the driver of the vehicle is the primaryor the secondary driver. The ESC module 54 is configured to prevent thesecondary driver from disabling any one or more of the ESC operations.For example, the primary driver may desire to prevent the secondarydriver from disabling the traction control operation for safety reasons.Such a condition may prevent the secondary driver from spinning orburning the tires and/or drifting when the traction control is disabled.In the event the driver of the vehicle is the secondary driver, thecluster 22 may not present a message in the message center display 24 tothe secondary driver to allow the secondary driver to disable the ESCoperations. In the event the secondary driver attempts to disable anyone or more of the ESC features, the cluster 22 may display an ESCdriver status message.

The primary driver may allow the secondary driver to enable/disable theoperation of the traction control in the event it may be likely that thesecondary driver may experience road conditions that may requiredisabling traction control. For example, due to various weatherconditions or road conditions, the primary driver may configure the ESCmodule 54 via the cluster 22 to allow the secondary driver to disablethe traction control. For example, the message center display 24 mayprovide for an inhibit traction control message which allows the primarydriver the option of either allowing the secondary driver the ability toenable/disable traction control or to inhibit enabling/disabling thetraction control.

In the event the primary driver intends to allow the secondary driver toenable/disable the traction control, the primary driver may simplychoose not to select the inhibit traction control option with themessage center switches 26. No action is required by the primary driverin this case. In the event the primary driver intends to inhibit thetraction control disable feature for the secondary driver (e.g., preventthe secondary driver from either enabling/disabling the traction controlfeature), the primary driver may select the inhibit feature via themessage control switches 26 thereby precluding the secondary driver fromenabling/disabling the traction control feature. The cluster 22 maytransmit the signal ESC_CONTROL to the ESC module 54 (e.g., if the ESCcontrol switch 56 is coupled to the cluster 22) which is indicative ofwhether the secondary driver can enable/disable the one or more ESCoperations or whether the secondary driver is precluded fromenabling/disabling the traction feature.

A parking aid module 58 may be operably coupled to the cluster 22. Theparking aid module 58 is adapted to provide a warning to the driver inthe event the front or rear portions of the vehicle comes too close toan object while the vehicle is being parked. In one example, a park aidswitch 59 may be coupled to the parking aid module 58 and enable/disablethe park aid feature. In another example, the driver may use the messagecenter switches 26 to enable/disable the park aid feature. In anotherimplementation the parking aid module 58 may be integrated into an autopark module 60. The auto park module 60 may be coupled to cluster 22.The auto park module 60 is generally configured to automatically parkthe vehicle for the driver. For example, in a parallel parkingsituation, the driver may give control over the vehicle to the auto parkmodule 60 and allow the vehicle to park itself. An auto park switch 62is coupled to the auto park module 60 for controlling the operation ofthe auto park switch 62.

The operation of the park aid feature may be enabled/disabled based onthe status of the driver. The primary driver is free to enable/disablethe operation of the park aid feature as desired. The primary driver mayprevent the secondary driver from disabling the park aid feature. Theparking aid module 58 is adapted to receive the signal DRIVER_STATUS_1from the cluster 22 to determine if the driver of the vehicle is theprimary or the secondary driver. In the event the driver of the vehicleis determined to be the primary driver, the cluster 22 may allow theprimary driver to enable/disable the park aid operation via the park aidswitch 59. In one example, the primary driver may view theenable/disable park aid option via the message center display 24 andselect the enable/disable option via the message center switches 26. Insuch an example, the cluster 22 may transmit a control signal (notshown) to the parking aid module 58 to enable/disable the park aidfeature.

In the event the driver is the secondary driver, the cluster 22 inhibitsthe park aid disable option and prevents the secondary driver fromviewing the enable/disable park aid option in the message center display24. In the auto park module 60 implementation, the cluster 22 may beadapted to transmit the signal DRIVER_STATUS_1 to the auto park module60 to determine whether the driver is the primary or the secondarydriver.

A powertrain control module (PCM) 68 is operably coupled to the cluster22. The PCM is generally configured to transmit a signal VEH_SPEED whichcorresponds to the speed of the vehicle. The PCM 68 may directly computethe vehicle speed for the vehicle or may receive the vehicle speed froman anti-locking brake module (or other braking module) (not shown).Likewise, the cluster 22 may optionally receive the signal VEH_SPEEDdirectly from the braking module.

An auxiliary protocol interface module (APIM) 70 is operably coupled tothe cluster 22. The APIM 70 is configured to receive an occupantcommunication device (OCD) 74. The APIM 70 is generally part of anin-vehicle communication system which allows vehicle occupants tocontrol and/or enter data into the OCD 74 via touch input and/or voiceinput while the occupant communication device 74 is coupled to thevehicle via port(s) (not shown) on the APIM 70. In one example, the APIM70 may be implemented as part of the SYNC system developed by Ford MotorCompany and Microsoft® which is known in the art. The OCD 74 may includeany number of communication devices that use a wireless protocol. Forexample, such a wireless protocol may include Bluetooth™ or othersuitable format. In general, the OCD 74 may use any protocol that isgenerally situated to facilitate wireless communication. The OCD 74 mayinclude a phone, a text messaging device, a music generating device(such as a phone that plays MP3 songs) whereby all of such items use theBluetooth™ protocol to communicate. In yet another example, the OCD 74may include other such devices such as Universal Serial Bus (USB) basedmusic playback devices (e.g., Zune™ and iPod by Apple). In yet anotherexample, the occupant communication device may include a link that ishardwired coupled into a line-in input provided on the APIM 70. Such alink may receive an input from music playback device to transmit audiovia speakers in the vehicle.

In general, the APIM 70 may receive any mobile communication device ordigital media player and allow the vehicle occupant to operate suchdevices via voice input and/or touch input. Switches/buttons positionedon the APIM 70, the OCDs 74, the vehicle's steering wheel, or throughradio controls on the ACM 48 may be used to facilitate touch input. Inthe event the OCD 74 comprises a wireless protocol based text messagingdevice that is coupled to the APIM 70, the vehicle occupant may bepresented with a listing of preselected text messages from the APIM 70for the occupant to select via touch input and/or voice input totransmit the selected text to another user.

In general, the APIM 70 is generally configured to control the manner inwhich data is entered or how to control the OCD 74 while such an OCD iscoupled to the APIM 70 based on driver status. For example, in the eventthe APIM 70 receives the signal DRIVER_STATUS_1 and the signalcorresponds to the driver being the secondary driver, the APIM 70 maydisable touch input and only allow the occupant to enter data or controlthe OCD 74 via voice input (e.g., in the hands free operation mode). TheAPIM 70 may recognize any number of voice inputs to control the OCDs 74to perform a particular function (e.g., place phone call, dial aparticular number, adjust volume, turn on/off OCD 74, or any other suchforeseeable operation generally performed by the particular OCD 74). Inaddition, an occupant may enter data (e.g., the actual phone number oractual text) as a voice input followed by a command to dial the numbervia voice input.

Other such inputs may be sent to the APIM 70 to provide additionallevels of control to control and to enter data in the event the driverof the vehicle is the secondary driver. For example, the APIM 70 mayreceive the signal VEH_SPEED and disable touch input for the OCD 74 andonly allow voice input to control and/or enter data into the OCD 74 inresponse to determining that the vehicle speed is greater than zero KPHand that the driver of the vehicle is the secondary driver.

In the event, the signal DRIVER_STATUS_1 corresponds to the driver beingthe primary driver, the driver in this case may either control and/orenter data into the OCD 74 via voice input and/or touch input with theAPIM 70. In the event the driver intends to control the OCDs 74 viatouch input, the driver may simply press buttons/switches directly onthe OCD 74 or buttons/switches on the APIM 70 while the particular OCD74 is coupled to the APIM 70. In the event the driver intends to controlthe OCDs 74 via voice input, the APIM 70 may interpret the voice inputand enter data into the OCD 74 or control the OCD 74 in the mannerspecified by the voice input. The primary driver is capable ofenabling/disabling the manual touch input to control and/or enter datainto the OCD 74 via the cluster 22. For example, in the event thecluster 22 determines that the driver of the vehicle is the primarydriver via the signal DRIVER_STATUS, the cluster 22 may allow theprimary driver via menus displayed thereon to enable/disable the manualtouch input for the secondary driver to control the OCDs 74.

In the event, the primary driver enables the touch input for thesecondary driver via menu selections (e.g., via audio input, touchselection of switches 26, or touch screen selection), the cluster 22transmits a signal ADMIN_OPTION to the APIM 70. The APIM 70 enablesmanual touch input operation for the secondary driver so that thesecondary driver is to control and enter data into the OCDs 74 throughthe APIM 70 via touch input or voice input in response to the signalADMIN_OPTION indicating that the touch input operation is enabled. Thecluster 22 may not allow the secondary driver to enable/disable thehands free operation mode. The primary driver is given the authority toenable/disable such a feature.

In the event the primary driver disables the touch input operation forthe secondary driver, the cluster 22 transmits the signal ADMIN_OPTIONwith data thereon indicating that the touch input operation is disabledto the APIM 70. The APIM 70 disables the touch input operation for thesecondary driver so that the secondary driver is capable of controllingthe OCDs 74 (or entering data into the OCD 74) through the APIM 70 viavoice input in response to the signal ADMIN_OPTION indicating that thefeature is disabled.

The APIM 70 may be used in conjunction with the OCD 74 to performemergency notification in the event the vehicle experiences an accidentin which it is necessary to notify emergency personnel that the vehicleis in an emergency state. For example, the cluster 22 may receive thesignal EMERGENCY which is indicative of the vehicle being in anemergency state. In such an example, the RCM 38 may deploy one or moreairbags during an accident and send a message on the signal EMERGENCY tothe cluster 22. The cluster 22 transmits the signal EMERGENCY to theAPIM 70 so that the APIM 70 controls the OCDs 74 to place a call toemergency personnel. In yet another example, the RCM 38 may transmit thesignal EMERGENCY directly to the APIM 70. In either case, the RCM 38continually sends the signal EMERGENCY to the APIM 70 until the APIM 70transmits a response signal indicating receipt of the signal EMERGENCY.It is generally contemplated that the OCD 74 comprise a mobile phone (ortext messaging device) that is electrically coupled to the APIM 70 insuch an instance so that the call can be made. In the event a vehicleemergency takes place, the APIM 70 may prompt the driver of the vehiclewhether the driver would like to contact emergency personnel. In theevent no response is provided within a predetermined period of time, theAPIM 70 may control the OCD 74 to place the call.

An in-vehicle communication device (IVCD) 72 is coupled to the APIM 70and may be controlled by the AIPM 70 to place a call with emergencypersonnel in the event a phone is not coupled to the APIM 70. The IVCD72 may comprise a mobile phone that is stowed interior to the vehicleand is generally not accessible to an occupant. It is generallycontemplated that the IVCD 72 may be implemented as any device that isgenerally situated to facilitate communication to a party exterior tothe vehicle. The APIM 70 may first attempt to place a call with the OCD74, in the event the APIM 70 detects that a call was not able to beplaced through the OCD 74 (e.g., OCD may be a music play device and isnot generally configured to facilitate communication with a partylocated outside of the vehicle) within a predetermined amount of time(e.g., 30 seconds or other suitable time), the APIM 70 may then controlthe IVCD 72 to place the call with emergency personnel.

The emergency notification feature is a feature that may beenabled/disabled by the primary driver. In the event the driver is thesecondary driver, the emergency notification feature is enabled and thesecondary driver is prevented from disabling the feature. In general,when the primary driver configures an OCD 74 (e.g., mobile phone orother such communication device), the APIM 70 presents a plurality ofsetup inquires to establish user preferences between the APIM 70 and theOCD 74 in a manner desired by the primary driver. The preference createdby the primary driver with a particular OCD 74 may also apply to othersuch consecutive OCDs 74 that are coupled to the APIM 70. The APIM 70stores the responses provided by the primary driver in response to thesetup inquires so that every time the same OCD 74 is received on theAPIM 70, the APIM 70 defaults to the preferences created by the primarydriver. In one example with respect to establishing a user preferencefor the primary driver, the APIM 70 may prompt the primary driver as towhether it is desired to turn on/off the emergency notification feature.In the event the primary driver turns off the emergency notificationfeature as a preference, such a feature will be disabled for allconsecutive OCDs 74 operably coupled to the APIM 70 thereafter. Further,in the event the primary driver enables the emergency notificationfeature, such a feature may remain enabled for all consecutive OCDs 74operably coupled to the APIM thereafter.

The primary driver may enable/disable emergency notification feature forthe secondary driver via the cluster 22. For example, in the event thecluster 22 determines that the driver of the vehicle is the primarydriver via the signal DRIVER_STATUS, the cluster 22 may allow theprimary driver via menus displayed thereon to enable/disable theemergency notification feature for the secondary feature. In the event,the primary driver enables the emergency notification feature for thesecondary driver via menu selections (e.g., audio input, touch selectionof switches 26, or touch screen selection), the cluster 22 transmits thesignal ADMIN_OPTION to the APIM 70. The APIM 70 enables the emergencynotification feature for the secondary driver in response to the signalADMIN_OPTION indicating that the feature is enabled. The secondarydriver may not disable the emergency notification feature after thefeature has been enabled by the primary driver.

In the event the primary driver disables the emergency notificationfeature for the secondary driver, the cluster 22 transmits the signalADMIN_OPTION to the APIM 70. The APIM 70 disables the emergencynotification feature for the secondary driver in response to the signalADMIN_OPTION indicating that the emergency notification feature isdisabled. The secondary driver may enable the emergency notificationfeature even if the primary driver has disabled such a feature for thesecondary driver. The enabling/disabling of the emergency notificationfeature will be discussed in more detail in connection with FIG. 9.

FIG. 2 depicts a system 80 for differentiating between primary andsecondary drivers and for controlling the operation of various vehiclefeatures based on the status of the driver in accordance to anotherembodiment of the present invention. A passive entry passive start(PEPS) controller 82 may be operably coupled to the cluster 22. The PEPScontroller 82 may be used in place of the PATS controller 30 asillustrated in FIG. 1. While FIG. 2 generally illustrates that the PEPScontroller 82 is positioned external to the cluster 22, additionalimplementations may include positioning the PEPS controller 82 withinthe cluster 22. The particular placement of the PEPS controller 82 withrespect to the cluster 22 may vary based on the desired criteria of aparticular implementation.

In general, the PEPS function is a keyless access and start system. Thedriver may carry one or more keys 35′ that may be in the form of anelectronic transmission device. The keys 35′ each include the ignitionkey device 36 embedded within for communicating with the PEPS controller82. The transponder of the ignition key device 36 is adapted to send theRFID tags as the signal DRIVER_STATUS to the PEPS controller 82. To gainaccess or entry into the vehicle with the keys 35′ in the PEPSimplementation, the driver may need to wake up the PEPS controller 82 toestablish bi-directional communication between the keys 35′ and the PEPScontroller 82. In one example, such a wake up may occur by requiring thedriver to touch and/or pull the door handle of the vehicle. In responseto the door handle being toggled or touched, the PEPS controller 82 maywake up and transmit RF based signals to the keys. The PEPS controller82 and the keys 35′ may undergo a series of communications back andforth to each other (e.g., handshaking) for vehicle accessauthentication purposes. The PEPS controller 82 may unlock the doors inresponse to a successful completion of the handshaking process. Once thedriver is in the vehicle, the driver may simply press a buttonpositioned on an instrument panel to start the vehicle.

In one example, the system 80 may be adapted to tag or associate thekeys as either a primary or a secondary key during a learn operation asdiscussed with the PATS controller 30. In yet another example, thesystem 80 may be configured to associate the keys as primary orsecondary keys in the manner identified and disclosed in U.S. patentSer. No. 12/139,005, entitled “SYSTEM AND METHOD FOR PROGRAMMING KEYS TOESTABLISH PRIMARY AND SECONDARY DRIVERS” and filed on Jun. 13, 2008, asnoted above. As noted in connection with FIG. 1, while learning the keysto the vehicle during vehicle assembly or during repair, the keys 35′may be tagged as a primary key or a secondary key based on thesequential order in which the keys 35′ are learned to the vehicle. Forexample, the PEPS controller 82 may assign the first key 35′ that islearned to the vehicle as the primary key and the second key 35′ that islearned to the vehicle as the secondary key. During vehicle startup, thekeys 35′ each transmit a corresponding RFID tag having hexidecimal-baseddata on the signal DRIVER STATUS to the PEPS controller 82. The PEPScontroller 82 may compare the hex data in the RFID tag to predeterminedhex data in a lookup table of the PATS controller 30 to determine if amatch occurs. If a match occurs, the PEPS controller 82 may allow theengine to start in the event the driver intends to start the vehicle.

In addition to the learn operation as discussed immediately above, thesystem 80 may tag or associate the keys by providing predetermined hexdata in the RFID tag which corresponds to whether the key is a primarykey or a secondary key as noted in connection with the PATS controller30. The PEPS controller 82 receives the predetermined hex in the RFIDtag and determines whether the key is a primary or a secondary key basedon the predetermined hex data in the RFID tag.

Any number of additional keys may be tagged as either the primary orsecondary key. For example, a plurality of replacement or spare keys maybe learned to the vehicle and designated as either a primary or asecondary key. The PEPS controller 82 is adapted to provide the signalDRIVER_STATUS_1 to the various controllers over the multiplexed bus. Thesignal DRIVER_STATUS_1 corresponds to whether the driver is the primarydriver or the secondary driver. The PEPS controller 82 may also transmitthe signal IGN_SW_STS to the cluster 22. The PEPS controller 82determines that the key ignition status is in the run position inresponse to the driver toggling the brake pedal and depressing the startswitch. In such a case, the vehicle is started and the PEPS controller82 transmits the signal IGN_SW_STS as being in the run state. In theevent the driver selects only the start button, the PEPS controller 82transmits the signal IGN_SW_STS as being in the accessory state.

FIG. 3 depicts another system 90 for differentiating between primary andsecondary drivers of a vehicle and for controlling the operation ofvarious vehicle features based on the status of the driver in accordanceto another embodiment of the present invention. A body control module(BCM) 92 may be operably coupled to the cluster 22. The BCM 92 may beadapted to perform a number of interior body electrically basedfunctions. For example, the BCM 92 may perform interior locking, remotekeyless entry (RKE), interior/exterior lighting, wiper control (frontand/or rear) and other such suitable functionality that is generallyattributed to the interior electronics of the vehicle.

The PATS controller 30 may be positioned within the BCM 92. While FIG. 3generally illustrates that the PATS controller 30 is positioned withinthe BCM 92, the PATS controller 30 may be positioned in the cluster 22or any other controller or module shown in FIG. 3. In addition, the PATScontroller 30 may be implemented as a standalone unit. The particularplacement of the PATS controller 30 may be varied to meet the designcriteria of a particular implementation. The PATS controller 30 may becoupled directly to the ignition switch 34. The BCM 92 may transmit thesignal IGN_SW_STS to the cluster 22 via the multiplexed bus. The BCM 92may transmit and receive all signals as illustrated in FIG. 3 via themultiplexed bus. Additionally, the cluster 22 may transmit and receiveall signals as illustrated in FIG. 3 via the multiplexed bus. The BCM 92may be adapted to transmit the signal DRIVER_STATUS_1 to the cluster 22,the restraint control module 38, the seatbelt status controller 40, theaudio control module 48, the ESC module 54, the parking aid module 58,the auto park module 60, and/or the APIM 70. The cluster 22 inhibits FCWdisable, the park aid disable, ESC disable, voice input disable, andemergency notification disable and provides for the early low fuelwarning in response to the signal DRIVER_STATUS_1 indicating that thesecondary driver is driving the vehicle. The seatbelt status controller40 may inhibit the seatbelt status operation and prevent the secondarydriver from disabling the operation in the event the secondary driver isdetermined to be the driver of the vehicle.

FIG. 4 depicts another system 100 for differentiating between primaryand secondary drivers of a vehicle and for controlling the operation ofvarious vehicle features based on the status of the driver in accordanceto another embodiment of the present invention. The PEPS controller 82may be operably coupled to the BCM 92. The PEPS controller 82 maytransmit the signals IGN_SW_STS and DRIVER_STATUS to the BCM 92. WhileFIG. 4 generally illustrates that the PEPS controller 82 is positionedexternal to the BCM 92, the PEPS controller 82 may be integrated intothe BCM 92 or any other controller (or module) shown. The particularplacement of the PEPS controller 82 may vary to meet the desiredcriteria of a particular implementation. As noted in FIG. 3, the BCM 92may be adapted to transmit the signal DRIVER_STATUS_1 to the cluster 22,the restraint control module 38, the seatbelt status controller 40, theaudio control module 48, the ESC module 54, the parking aid module 58,the auto park module 60 and/or the APIM 70. The cluster 22 inhibits FCWdisable, the park aid disable, ESC disable, voice input disable, andemergency notification disable and provides for the early low fuelwarning in response to the signal DRIVER_STATUS_1 indicating that thesecondary driver is driving the vehicle. The seatbelt status controller40 may inhibit the seatbelt status operation and prevent the secondarydriver from disabling the operation in the event the secondary driver isdetermined to be the driver of the vehicle.

FIG. 5 depicts another system 110 for differentiating between primaryand secondary drivers of a vehicle and for controlling the operation ofvarious vehicle features based on the status of the driver in accordanceto another embodiment of the present invention. A smart display module112 may be operably coupled to the cluster 22 and the BCM 92. The smartdisplay module (SDM) 112 may be implemented as a monitor having ascreen. The SDM 112 may visually present messages to the driver. Inaddition, a driver may touch different fields on the screen of the SDM112 to select options for different vehicle related features. In oneexample, the message center switches 26 of the cluster 22 may bereplaced by the SDM 112. The SDM 112 may be implemented separately fromthe cluster 22. The SDM 112 may be packaged in a center stack area ofthe instrument panel above the audio control module 48 and a climatecontrol module (not shown). The SDM 112 may provide and is not limitedto the following: allowing the driver to enable/disable default andconfigurable settings such as enabling/disabling the seatbelt status,enabling/disabling the parking aid, and enabling/disabling one or moreof the ESC features, enabling/disabling voice input for the OCDs 74, andenabling/disabling the emergency notification feature. While not shown,the SDM 112 may transmit control signals (not shown) to the seatbeltstatus controller 40, the parking aid module 58 and the ESC module 54.The SDM 112 may also allow the driver to select various administrativemenu options and save administrative settings which relate to the driverstatus functionality. The SDM 112 may not require for the user to haveto toggle through a plurality of options to select a particular optionas may be necessary with the message center switches 26 of the messagecenter. The SDM 112 may also display a driver status message duringvehicle start up and a seatbelt warning message. In one example, the SDM112 may be configured to display any messages traditionally displayed bythe message center display 24. In another example, the message centerdisplay 24 may be implemented along with the SDM 112.

The BCM 92 may provide the signal DRIVER_STATUS_1 to the SDM 112. In theevent the signal DRIVER STATUS_1 corresponds to the primary driver, thecluster 22 and/or the SDM 112 may allow the primary driver toenable/disable ESC, FCW, parking aid, voice input for the OCD 74 and theemergency notification feature. The cluster 22 may use the signalDRIVER_STATUS_1 to maintain the normal low fuel warning strategy in theevent the signal DRIVER_STATUS_1 corresponds to the primary driver. Inthe event the signal DRIVER_STATUS_1 corresponds to the secondarydriver, the SDM 112 may not allow the secondary driver to modify orchange the seatbelt status disable, TC disable, ESC disable, FCWdisable, voice input disable, emergency notification disable, and parkaid disable. The cluster 22 may change the strategy with respect toissuing the low fuel warning strategy at an earlier point in time if thesignal DRIVER_STATUS corresponds to the secondary driver.

FIG. 6 depicts another system 120 for differentiating between primaryand secondary drivers of a vehicle and for controlling the operation ofvarious vehicle features based on the status of the driver in accordanceto another embodiment of the present invention. The system 120 issimilar to the system 110 with the exception of the PEPS controller 82being implemented in place of the PATS controller 30. While FIG. 6generally illustrates that the PEPS controller 82 is implemented as astandalone controller, the PEPS controller 82 may be implemented intoany of the controllers or modules shown.

The PEPS controller 82 may determine the driver status in response tothe signal DRIVER_STATUS transmitted from the ignition key device 36 andtransmit the signal DRIVER_STATUS_1 to the BCM 92. The BCM 92 transmitsthe signal DRIVER_STATUS_1 to the SDM 112. The SDM 112 and/or thecluster 22 may allow the primary driver to enable/disable ESC, FCW,voice input for the OCD 74, emergency notification and parking aidfeature. The cluster 22 may use the DRIVER_STATUS_1 to maintain thenormal low fuel warning strategy in the event the signal DRIVER_STATUS_1corresponds to the primary driver. In the event the signalDRIVER_STATUS_1 corresponds to the secondary driver, the SDM 112 may notallow the secondary driver to inhibit the seatbelt status disable, ESCdisable, FCW disable, voice input disable, emergency notificationfeature and park aid disable. In addition, the cluster 22 may change thestrategy with respect to issuing the low fuel warning strategy at anearlier point in time if the signal DRIVER_STATUS corresponds to thesecondary driver.

While FIGS. 3-6 generally illustrate that the cluster 22 transmits thesignals EMERGENCY, and/or DRIVER_STATUS_1 to the APIM 70, it isgenerally contemplated that the BCM 92 may transmit one or more of thesignals directly to the APIM 70 instead of the cluster 22.

FIG. 7 depicts a method 200 for displaying a message to notify driversof the driver status mode in accordance to one embodiment of the presentinvention. In block 202, the driver inserts the key into the ignition.For systems 20, 90 and 110, the key ignition switch 34 transmits thesignal IGN_SW_STS to the SPDJB 32 or the BCM 92 (see FIGS. 1, 3, and 5).The SPDJB 32 or the BCM 92 transmits a multiplexed message of the signalIGN_SW_STS over the multiplexed bus. For systems 80, 100 and 120, thePEPS controller 82 transmits the signal IGN_SW_STS over the multiplexedbus to the various controllers or modules (see FIGS. 2, 4, and 6).

In block 204, the keys are monitored to determine if the keys wereprogrammed. The PATS controller 30 or the PEPS controller 82 is adaptedto determine if the keys are properly programmed so that the vehicle canbe started. The PATS controller 30 or the PEPS controller 82 is alsoadapted to determine if the keys correspond to either the primary orsecondary driver. In the event the keys are not properly programmed tostart the vehicle, then the method 200 moves to block 206. In the eventthe keys are properly programmed to start the vehicle, then the method200 moves to block 208.

In block 206, an error is detected. The PATS controller 30 or the PEPScontroller 82 determines an error and may not allow the driver to startthe vehicle.

In block 208, a vehicle start is monitored. For the systems 20, 90 and110, the SPDJB 32 or the BCM 92 determines whether the ignition switch34 is in the start position. For systems 80, 100 and 120, the PEPScontroller 82 determines whether the vehicle is started. If the vehicleis started, then the method 200 moves to block 210. If the vehicle hasnot been started, then the method moves back to block 204.

In block 210, the cluster 22 determines if the key was programmed as aprimary key for the primary driver or if the key was programmed as asecondary key for the secondary driver. If the key is determined to be aprimary key, then the method 200 moves to block 212. If the key isdetermined to be a secondary key, then the method 200 moves to block214. In the event the key is not programmed as a primary or secondarykey, the method 200 moves to block 212.

In block 212, the vehicle resumes standard vehicle function and nodisplay regarding driver status is presented to the driver.

In block 214, a driver status message is presented to the driver. Forsystems 20, 80, 90 and 100, the message center display 24 of the cluster22 displays the driver status message to the primary or secondarydrivers. For systems 110 and 120, the SDM 112 displays the driver statusstartup message to the primary or secondary drivers. In general, thedriver status message may be useful in the situation whereby the primarydriver accidentally uses the secondary key to start the vehicle. In suchan example, a driver status message may be presented thereby notifyingthe primary driver that the vehicle may have limited override capabilitywith respect to enabling and disabling the vehicle features of thevehicle.

FIG. 8 depicts a method 300 for controlling and entering data into theOCD 74 based on driver status in accordance to one embodiment of thepresent invention. In block 302, the driver inserts the key into theignition. For systems 20, 90 and 110, the key ignition switch 34transmits the signal IGN_SW_STS to the SPDJB 32 or the BCM 92 (see FIGS.1, 3, and 5). The SPDJB 32 of the BCM 92 transmits a multiplexed messageof the signal IGN_SW_STS over the multiplexed bus. For systems 80, 100and 120, the PEPS controller 82 transmits the signal IGN_SW_STS over themultiplexed bus to the various controllers or modules (see FIGS. 2, 4,and 6).

In block 304, the keys are monitored to determine if the keys wereprogrammed to start the vehicle. The PATS controller 30 or the PEPScontroller 82 is adapted to determine if the keys are valid for startingthe vehicle. In the event the keys are not programmed or valid to startthe vehicle, the method 300 moves to block 306. In the event keys areproperly programmed, the method 300 moves to block 308.

In block 306, an error is detected. The PATS controller 30 or the PEPScontroller 82 determines an error and may not allow the driver to startthe vehicle in the event the keys are not properly programmed to thevehicle.

In block 308, the cluster 22 determines if the key is a primary key forthe primary driver or if the key is a secondary key for the secondarydriver. If the key is determined to be a primary key, then the method300 moves to block 310. If the key is determined to be the secondarykey, then the method 300 moves to block 312. If the key is notassociated with a primary or a secondary driver, then the method 300moves to the block 310.

In block 310, the primary driver may resume normal operation of the OCDs74. For example, the APIM 70 may allow the primary driver to controland/or enter data into the OCD 74 via touch and/or voice input. Withnormal operation, the primary driver may command a phone, text messagingdevice, iPod or any other device by directly touching one or moreswitches/buttons on any one of the aforementioned devices to perform aparticular task while the device is coupled to the APIM 70 (e.g., placea call, turn device on/off, send text message, adjust volume, skiptracks, etc.). The primary driver may directly enter text and/ornumerals into the phone or text messaging device via touch input. Inaddition, the primary driver may command and/or enter data into suchdevices with voice input via the APIM 70. The primary driver may alsocommand the aforementioned devices to perform a particular task or entertext and/or numerals via voice input.

In block 312, the APIM 70 determines the type of OCD 74 that iselectrically coupled therewith or mounted thereon. For example, the APIM70 determines whether the OCD 74 corresponds to phone, text messagingdevice, or a music playback device (e.g., that uses USB protocol orsimilar protocol or a music playback device that is implemented on thephone as an MP3 player). Such devices are capable of receiving voiceinput to perform a predetermined operation and/or to receive data totransmit. The APIM 70 determines whether the OCD 74 corresponds to aline-in input or link. A device generally coupled to the link may not becapable of being controlled via voice input.

In the event the APIM 70 determines that the OCD 74 corresponds to adevice that is capable of receiving voice input, the method 300 moves toblock 314. In the event the APIM 70 determines that the OCD 74 does notcorrespond to a device that is capable of receiving voice input, themethod 300 moves to block 316.

In block 314, the APIM 70 determines whether the primary driver hasdisabled touch input to control and/or enter data into the OCD 74 in theevent the driver of the vehicle is detected to be the secondary driver.If the primary driver has not disabled touch input to control and/orenter data into the OCD 74, the method 300 moves to block 316. If theprimary driver has disabled touch input (e.g., voice input only allowedfor secondary driver), the method 300 moves to block 318.

In block 316, the APIM 70 allows the secondary driver to control and/orenter data into the OCD 74 via touch input (e.g., directly through theOCD 74) and/or voice input (e.g., through the APIM 70).

In block 318, the APIM 70 receives the signal VEH_SPEED to determine thespeed at which the vehicle is traveling.

In block 320, the APIM 70 determines whether the speed of the vehicle isabove zero KPH (or some other suitable speed). In the event the vehiclespeed is equal to zero KPH, the method 300 moves to block 322. In theevent the vehicle speed is greater than zero KPH, the method 300 movesto block 324.

In block 322, the APIM 70 allows the secondary driver to control and/orenter data into the OCD 74 via touch input and/or voice input as thevehicle is not moving or being driven.

In block 324, the APIM 70 requires that the secondary driver employ onlyvoice input via the APIM 70 to control and/or enter data into the OCD74. In such a case, in the event the secondary driver attempts tocontrol and/or enter data into the OCD 74 via touch input, the APIM 70may send a signal (not shown) to the cluster 22 and/or SDM 112 or anyother device that is capable of providing visual notice (or message) tothe driver that the OCD 74 is only capable of responding to voice inputto control and/or enter data therein. It is generally contemplated thatthe visual notice include one or more of a light indicator, textmessage, or other such indicator generally situated to give the drivernotice that voice input is needed. It is also generally contemplatedthat the APIM 70 may also provide audible notice to the driver thatvoice input is needed.

FIG. 9 depicts a method 400 for controlling an emergency notificationfeature based on driver status in accordance to one embodiment of thepresent invention. In block 402, the driver inserts the key into theignition. For systems 20, 90 and 110, the key ignition switch 34transmits the signal IGN_SW_STS to the SPDJB 32 or the BCM 92 (see FIGS.1, 3, and 5). The SPDJB 32 of the BCM 92 transmits a multiplexed messageof the signal IGN_SW_STS over the multiplexed bus. For systems 80, 100and 120, the PEPS controller 82 transmits the signal IGN_SW_STS over themultiplexed bus to the various controllers or modules (see FIGS. 2, 4,and 6).

In block 404, the keys are monitored to determine if the keys wereprogrammed to start the vehicle. The PATS controller 30 or the PEPScontroller 82 is adapted to determine if the keys are valid for startingthe vehicle. In the event the keys are not programmed or valid to startthe vehicle, the method 400 moves to block 406. In the event keys areproperly programmed, the method 400 moves to block 408.

In block 406, an error is detected. The PATS controller 30 or the PEPScontroller 82 determines an error and may not allow the driver to startthe vehicle in the event the keys are not properly programmed to thevehicle.

In block 408, the APIM 70 determines if the primary driver enabled theemergency notification feature. If the primary driver enabled theemergency notification feature, the method 400 moves to block 416. Ifthe primary driver has not enabled the emergency notification feature,the method 400 moves to block 410.

In block 410, the cluster 22 determines if the key is a primary key forthe primary driver or if the key is a secondary key for the secondarydriver. If the key is determined to be a primary key, then the method400 moves to the end. If the key is determined to be the secondary key,then the method 400 moves to block 412.

In block 412, the APIM 70 determines whether the primary driver enables(activates) or disables (deactivates) the emergency notification featurefor the secondary driver via the cluster 22 and/or the SDM 112. If theprimary driver disabled the emergency notification feature for thesecondary driver, the method 400 moves to block 414. If the primarydriver enabled the emergency notification feature for the secondarydriver, the method 400 moves to block 416.

In block 414, the secondary driver is given the option of enabling theemergency notification feature (the secondary driver cannot disable theemergency notification feature in the event such a feature is enabled bythe primary driver). If the secondary driver enables the emergencynotification feature, the method 400 moves to block 416. If thesecondary driver leaves the emergency notification disabled asestablished by the primary driver, the method 400 moves to the end.

In block 416, the RCM 38 determines whether the vehicle is in anemergency state (e.g., airbag deployment, inertia switch being tripped,etc).

In block 418, the APIM 70 determines whether the OCD 74 that iselectrically coupled therewith is a phone or text messaging device. Ifthe APIM 70 determines that the OCD 74 is the music playback device orthe line input, then the method 400 moves to block 420. If the APIM 70determines that the OCD 74 is a phone or text messaging device, then themethod 400 moves to block 422.

In block 420, the APIM 70 controls the IVCD to place a call withemergency personnel to notify such personnel that the vehicle is in anemergency state.

In block 422, the APIM 70 controls the OCD 74 (phone or text messagingdevice) to communicate with emergency personnel to notify such personnelthat the vehicle is in the emergency state.

It is generally contemplated that blocks 416, 418, 420, and 422 may alsobe performed for the primary driver in the event the primary driver hasenabled the emergency notification feature and the primary driver isdetected to be the driver of the vehicle.

While embodiments of the present invention have been illustrated anddescribed, it is not intended that these embodiments illustrate anddescribe all possible forms of the invention. Rather, the words used inthe specification are words of description rather than limitation, andit is understood that various changes may be made without departing fromthe spirit and scope of the invention.

What is claimed:
 1. A system for controlling an emergency notificationoperation in a vehicle, the system comprising: a controller configuredto: receive a driver status signal indicative of whether a driver is oneof the primary driver and the secondary driver; determine whether thedriver of the vehicle is one of the primary and the secondary driverbased on the driver status signal; enable the emergency notificationoperation to be performed with a communication device in response to thedriver status signal indicating that the driver is the secondary driver;receive an emergency signal in response to the vehicle being in anemergency state, the emergency signal corresponding to one of fuel beingcutoff to the vehicle and an airbag being deployed; and perform theemergency notification operation for the secondary driver by contactingemergency personnel via the communication device in response to theemergency signal.
 2. The system of claim 1 wherein the controller isfurther configured to prevent the driver from disabling the emergencynotification operation in response to determining that the driver of thevehicle is the secondary driver.
 3. The system of claim 1 wherein thecommunication device comprises an in-vehicle communication device forbeing positioned in the vehicle and for not being accessible to thedriver, and wherein the controller is further configured to control thein-vehicle communication device for electronically contacting emergencypersonnel in response to the emergency signal.
 4. The system of claim 1wherein the communication device is a portable communication device, andwherein the controller is further configured to control the portablecommunication device for electronically contacting emergency personnelin response to the emergency signal.
 5. The system of claim 4 whereinthe controller is further configured to control the portablecommunication device to prompt the secondary driver to electronicallycontact the emergency personnel in response to the emergency signalprior to performing the emergency notification operation.
 6. The systemof claim 1 wherein the controller is configured to interface with a userinterface to allow the driver to enable the emergency notificationoperation in the event the driver status signal indicates that thedriver is the primary driver.
 7. A method for controlling an emergencynotification operation a vehicle, the method comprising: receiving adriver status signal indicative of whether a driver is one of theprimary driver and the secondary driver; determining whether the driverof the vehicle is one of the primary and the secondary driver based onthe driver status signal; enabling the emergency notification operationto be performed with a communication device in response to the driverstatus signal indicating that the driver is the secondary driver;receiving an emergency signal in response to the vehicle being in anemergency state, the emergency signal corresponding to one of fuel beingcutoff to the vehicle and an airbag being deployed; and performing theemergency notification operation for the secondary driver by contactingemergency personnel via the communication device in response to theemergency signal.
 8. The method of claim 7 further comprising preventingthe driver from disabling the emergency notification operation inresponse to determining that the driver of the vehicle is the secondarydriver.
 9. The method of claim 7 wherein performing the emergencynotification operation further comprises performing the emergencynotification operation with an in-vehicle communication device that isnot accessible to the secondary driver for electronically contactingemergency personnel in response to the emergency signal.
 10. The methodof claim 7 wherein performing the emergency notification operationfurther comprises performing the emergency notification operation with aportable communication device for electronically contacting emergencypersonnel in response to the emergency signal.
 11. The method of claim10 further comprising controlling the portable communication device toprompt the secondary driver to electronically contact the emergencypersonnel in response to the emergency signal prior to performing theemergency notification operation.
 12. An apparatus for controlling anemergency notification operation in a vehicle between a primary driverand a secondary driver, the apparatus comprising: a controllerconfigured to: receive a driver status signal indicative of a driverbeing one of the primary driver and the secondary driver; determine thatthe driver is the secondary driver in response to the driver statussignal; interface with a communication device to perform the emergencynotification operation for the secondary driver; and receive anemergency signal in response to the vehicle being in an emergency state,the emergency signal corresponding to one of fuel being cutoff to thevehicle and an airbag being deployed; and perform the emergencynotification operation for the secondary driver by electronicallycontacting emergency personnel via the communication device in responseto the emergency signal.
 13. The apparatus of claim 12 wherein thecontroller is further configured to interface with a user interface toallow the driver to one of enable and disable the emergency notificationoperation in the event the driver status signal indicates that thedriver is the primary driver.
 14. The system of claim 12 wherein thecommunication device comprises an in-vehicle communication device forbeing positioned in the vehicle and for not being accessible to thedriver, and wherein the controller is further configured to control thein-vehicle communication device for electronically contacting emergencypersonnel in response to the emergency signal.
 15. The apparatus ofclaim 12 the communication device is a portable communication device,the portable communication device for interfacing with the controller toelectronically contact emergency personnel in the event the vehicle isdetected to be in an emergency state.
 16. The system of claim 15 whereinthe controller is further configured to control the portablecommunication device to prompt the secondary driver to electronicallycontact the emergency personnel in response to the emergency signalprior to performing the emergency notification operation.
 17. Anapparatus for controlling an emergency notification operation, theapparatus comprising: a controller configured to: receive a driverstatus signal indicative of whether a driver is one of a primary driverand a secondary driver; determine that the driver status signalcorresponds to the secondary driver; receive an emergency signal inresponse to a vehicle being in an emergency state, the emergency signalcorresponding to one of fuel being cutoff to the vehicle and an airbagbeing deployed; and perform the emergency notification operation with aportable communication device of the secondary driver in response to theemergency signal.
 18. The apparatus of claim 17 wherein the controlleris further configured to prevent the driver from disabling the emergencynotification operation in response to the driver status signalindicating that the driver is the secondary driver.
 19. The apparatus ofclaim 17 wherein the controller is further configured to interface witha user interface to allow the driver to one of enable and disable theemergency notification operation in the event the driver status signalindicates that the driver is the primary driver.
 20. The system of claim17 wherein the controller is further configured to control the portablecommunication device to prompt the secondary driver to electronicallycontact the emergency personnel in response to the emergency signalprior to performing the emergency notification operation.